Forced air cavity and control system for watercraft

ABSTRACT

The forced air cavity and control system for watercraft provides a source of compressed air against the hull, the compressed air being distributed via a pivotally adjustable air scoop mounted proximate the front of the boat, to which is connected a series of conduits (air passageways) leading downwardly from the housing. The conduits exit at openings in a V-shaped step in the hull of the watercraft to emit high pressure air against the hull to thereby reduce friction caused by hull contact with the water. A hydraulic ram operably connected to the air scoop provides a means of pivotal adjustment. A plurality of ice runners is provided on the bottom of the watercraft to increase stability of control under reduced water friction conditions.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a continuation-in-part of U.S. patent applicationSer. No. 12/314,321 filed Dec. 8, 2008.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates generally to watercraft design andconstruction, and particularly to a forced air cavity and control systemfor watercraft that reduces friction against the hull of the watercraftas it moves through the water, increasing speed and fuel efficiency.

2. Description of the Related Art

Boats are used both for transportation and for water sports and otherleisure-time activities. Both the boat's speed and fuel efficiency are amatter of concern to most boaters. The hull can encounter considerabledrag as it moves through the water, decreasing the boat's speed andrequiring more power to maintain a desired speed, thereby increasingfuel consumption. Naval architects and designers of pleasure craft canreduce the magnitude of the problem to some extent by careful design ofthe shape of the hull and the choice of materials.

Nevertheless, due to the rising costs of fuel and the desire ofsportsmen for increasing the speed of their boats, there is a demand forother measures for decreasing the drag between the hull and the water.

Thus, a forced air cavity and control system for watercraft solving theaforementioned problems is desired.

SUMMARY OF THE INVENTION

The forced air cavity and control system for watercraft provides asource of compressed air against the hull, the compressed air beingdistributed by a pivotally adjustable air scoop mounted proximate thefront of the boat, to which is connected a series of conduits (airpassageways) leading downwardly from the housing. The conduits exit atopenings in a V-stepped external portion of the lower hull of thewatercraft to emit high pressure air against the hull in order to reducefriction caused by hull contact with the water.

A hydraulic ram, which is operably connected to the air scoop, providesfor pivotal adjustment of airflow. A plurality of ice runners may beprovided on the bottom of the watercraft to increase stability ofcontrol under reduced water friction conditions.

These and other features of the present invention will become readilyapparent upon further review of the following specification anddrawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a diagrammatic plan view of a forced air cavity and controlsystem for watercraft according to the present invention.

FIG. 2 is a diagrammatic environmental side view of a forced air cavityand control system for watercraft according to the present invention.

FIG. 3 is a side elevation view of a step and exhaust port for a forcedair cavity and control system for watercraft according to the presentinvention.

FIG. 4 is a plan view of an air intake housing in a forced air cavityand control system for watercraft according to the present invention.

FIG. 5 is a plan view of an air intake housing for a forced air cavityand control system for watercraft showing an attached cover plateaccording to the present invention.

FIG. 6 is a partial perspective view of a forced air cavity and controlsystem for watercraft according to the present invention, showing adetailed view of the air intake housing.

FIG. 7 is a diagrammatic bottom view of the hull of a watercraft havinga forced air cavity and control system for watercraft according to thepresent invention.

FIG. 8 is a section view through an ice runner, drawn along lines 8-8 ofFIG. 7.

FIG. 9 is a schematic diagram of a hydraulic circuit for a forced aircavity and control system for watercraft according to the presentinvention.

FIG. 10 is a diagrammatic environmental rear view of a support brace forthe mounting plate of a forced air cavity and control system forwatercraft according to the present invention, shown with the boattransom removed.

FIG. 11 is a side elevation view of an alternative embodiment of an airintake scoop for a forced air cavity and control system for watercraftaccording to the present invention.

FIG. 12 is a side elevation view of an alternative embodiment of a coverplate mounting bracket for a forced air cavity and control systemaccording to the present invention.

Similar reference characters denote corresponding features consistentlythroughout the attached drawings.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

As shown in FIGS. 1-2, the forced air cavity and control system forwatercraft, designated generally as 10 in the drawings, provides asource of compressed air against the hull of boat B and includes anadjustable air intake housing 15 mounted proximate the front of the boatB, to which is connected a series of conduits 20 (air passageways)leading downwardly from the housing 15. The conduits 20 exit through thehull of the boat B to emit forced air via outlet port 22 disposed inV-step 25 in order to reduce friction as the boat B travels throughwater. As shown in FIGS. 2-3, the air outlet port 22 is disposed in asubstantially vertical portion of V-step 25.

As shown in FIGS. 2 and 6, Hydraulic rams 600 are operatively connectedto a pivotal air scoop 610 disposed in the housing 15 to provide forheight adjustment of the air scoop 610. A drain line DL extending from asupport area basin of housing 15 is connected to at least one airconduit 20 to provide suction that keeps the support area basin underair scoop 610 free of excess water. As shown in FIG. 4, the air scoopsupport area basin of housing 15 includes an air chamber cavity having aconcave basin that directs water leakage to drain 400. The scoop supportarea basin of housing 15 is mounted to the hull by top deck mountingplate 407. Mounting bosses 405 a and 405 b are included for supportattachment of hydraulic rams 600. As shown in FIG. 5, a cover plate CPhaving elongate member 500 can be disposed above the air scoop supportarea basin of housing 15.

As shown in FIG. 6, the air scoop 610 is pivotally attached by hinge 625to air scoop housing 15 at hull column H. Cylinder portions of thehydraulic rams 600 are connected to portside mounting pad 405 a andstarboard mounting pad 405 b at the base of the cylinder by a suitableclevis bracket 595. Piston portions 597 of the hydraulic rams 600 arepivotally connected to air scoop 610 at opposing sides of the front endof air scoop 610. The water drain line DL extends from the drain hole400 of support basin of housing 15. As shown in FIG. 11, an alternativeair intake scoop 1110 has angularly creased peripheral sidewalls 1112(preferably creased at an angle of approximately 45°) that present amost advantageous configuration for high speed operations of thewatercraft. Moreover, as shown in FIG. 12, alternative cover platemounting bracket 1210 has a plurality of drain holes 1213, and ahydraulic ram access opening 1202, the configuration being advantageousfor high speed operations of the watercraft. As shown in FIG. 10, themounting plate 407 is reinforced by a columnar brace 1010 that extendsfrom the hull of boat B.

As shown in FIGS. 1 and 7, a rear V-shaped step 35 provides passivelift, while forward V-shaped step 25, having the air outlets 22,provides adjustable active planing lift for boat B. A plurality ofelongate ice runners 35, having a substantially triangular crosssection, extend longitudinally on the hull of boat B. The ice runners 35provide additional control stability to watercraft B, notwithstandingthe loss of friction between the hull and the water produced byoperation of the forced air system 10. As most clearly shown in FIG. 8,a longitudinally extending dowel 802 is disposed on the apex of icerunner 700.

As shown in FIG. 9, the rams 600 are hydraulically actuated and are partof a trim tabs kit. The hydraulic rams 600 are controlled by electricvalves 942 and 944 that provide communication to main hydraulic lines946 and 947, which are pressurized by a bidirectional fluid pump 948.The valves 942 and 944 are operated by electric control lines 950 and952, which supply a valve control voltage responsive to rocker toggleswitch 956. Pump control electric lines 958 and 960 are adapted tooperate the pump 948 in either an air scoop retract or air scoop extendmode.

In general, the pump 948 is adapted to either extend or retract the airscoop 610, pistons 597 being attached thereto. For example, the pump 948may be a dual rotation motor, which can rotate in either direction toapply pressure to lines 946 and 947, or alternatively, to apply negativegauge pressure thereto. As most clearly shown in FIG. 9, which is aschematic illustration of the air scoop hydraulic and electric circuitrythe hydraulic rams 600 actuate to extend and retract the air scoop 610.Essentially, the four electrical lines 950, 952, 958 and 960 providepower to operate the solenoid valves 942 and 944 and the direction(up/down) of the pump 948 respectively. The pump 948 is adapted to applypressure and direct flow in the direction indicated at 980 through lines946 and/or 947 where the flow passes through to solenoid valves 942and/or 944. Alternatively, the flow can be reversed to simultaneouslyretract the hydraulic rams 600 when the pump 948 reverses direction, andthe flow will occur in a direction indicated by arrow 982, wherehydraulic fluid will pass through solenoid valves 942 and 944 to retractthe hydraulic rams 600, thereby lowering the air scoop 610. The pumpfurther is adapted to extract fluid from the fluid reservoir 939 whenextending the rams 600 or pull fluid from the rams 600, creating anegative gauge pressure therein and pumping the fluid back into thefluid reservoir 939.

The up/down toggle switch 956 is a rocker type switch, which is normallyopen, and works to switch voltage originating from power line 990 tooperate the valves and the pump for activating the hydraulic rams 600,thereby raising/lowering air scoop 610. While two independent switchescould be used to control each of the rams 600, the single up/down rockerstyle toggle switch 956 ensures simultaneous engagement of both rams 600in the same direction for stable extension/retraction operation of airscoop 610. Instead of hydraulic rams, the control system may use apneumatic control system with an air compressor and pneumatic cylinders,if desired.

When the watercraft B is not in motion, the hydraulic rams 600 can becommanded via hydraulic control switch 956 to completely extend thepistons 597 to place the pivotally adjustable air scoop 610 in itsupwardmost position. As the watercraft B moves forward, air pressure dueto increasing air intake at air scoop 610 builds up within the system10, specifically within the air delivery ducts 20. The high pressure airflows through the delivery ducts 20 and escapes under the craft atoutlet ports 22 to thereby release the craft of considerable waterfriction. The ice runners 35 at the bottom of watercraft B act ascontrol surfaces, containing the air to provide the watercraft B withincreased agility and control while maintaining lower water frictionoperation of the craft B. After the airflow has achieved a more or lesssteady state, and the watercraft picks up more speed, the pivotallyadjustable air scoop 610 can be retracted by the hydraulic controlsystem to an optimal performance position for a given speed desired byoperator of watercraft B. Speed, fuel efficiency and agility of thewatercraft are thus improved by operation of the forced air cavity andcontrol system.

It is to be understood that the present invention is not limited to theembodiment described above, but encompasses any and all embodimentswithin the scope of the following claims.

1. A forced air cavity and control system for a watercraft, comprising:a housing defining an air chamber adapted for mounting atop thewatercraft; an air scoop pivotally attached to the air chamber, the airscoop adjustably pivoting to regulate a flow rate of air into the airchamber when the watercraft is in motion; at least one air passagewayconnected to the air chamber; at least one V-shaped step defined in ahull of the watercraft, the step having at least one air outlet portdefined therein, the air passageway extending to the air outlet port,the V-shaped step being formed by two legs; at least one actuatorconnected to the air scoop, the actuator being extendable andretractable to adjustably open and close said air scoop; and an actuatorcontrol switch operably connected to the at least one actuator; whereinair entering the scoop is ejected from the air outlet port, the ejectedair reducing drag on the hull of the watercraft.
 2. The forced aircavity and control system according to claim 1, further comprising aplurality of elongate ice runners adapted for extending longitudinallyon the hull of the watercraft.
 3. The forced air cavity and controlsystem for watercraft according to claim 2, further comprising a dowelextending longitudinally along the elongate ice runners.
 4. The forcedair cavity and control system for watercraft according to claim 1,wherein said at least one air outlet port comprises a plurality of airoutlet ports, said at least one air passageway comprising a firstplurality of air passageways connected to the air outlet ports disposedin one leg of the V-shaped step, said at least one passageway furthercomprising a second plurality of air passageways connected to the airoutlet ports disposed in the other leg of the V-shaped step.
 5. Theforced air cavity and control system for watercraft according to claim1, wherein said at least one actuator comprises a hydraulic ram.
 6. Theforced air cavity and control system for watercraft according to claim1, further comprising: a water drain disposed in a floor of the airchamber; a tube connected to the water drain, the tube leading to theair passageway and providing suction to drain excess water from the airchamber.
 7. The forced air cavity and control system for watercraftaccording to claim 6, wherein the floor of the air chamber is concave.8. The forced air cavity and control system for watercraft according toclaim 1, further comprising a cover plate disposed over the air scoop.9. The forced air cavity and control system for watercraft according toclaim 1, further comprising a columnar brace reinforcing attachment ofthe air chamber and air scoop to the watercraft.
 10. A watercraft havinga forced air cavity system, the watercraft comprising: a boat having abow, a hull, and a stern; a plurality of elongate ice runners extendinglongitudinally below the hull; a housing defining an air chamber atopthe boat; an air scoop pivotally attached to the housing, the air scoopadjustably pivoting to regulate a flow rate of air into the air chamberwhen the watercraft is in motion; at least one air passageway connectedto the air chamber; at least one V-shaped step defined in a hull of thewatercraft, the step having at least one air outlet port definedtherein, the air passageway extending to the air outlet port, theV-shaped step being formed by two legs; a water drain disposed in afloor of the air chamber; and a tube connected to the water drain, thetube leading to the air passageway and providing suction to drain excesswater from the air chamber.
 11. The watercraft according to claim 10,further comprising an auxiliary V-shaped step disposed on the hull. 12.The watercraft according to claim 10, further comprising a dowelextending longitudinally along the elongate ice runners.
 13. Thewatercraft according to claim 10, wherein said at least one air outletport comprises a plurality of air outlet ports, said at least one airpassageway comprising a first plurality of air passageways connected tothe air outlet ports disposed in one leg of the V-shaped step, said atleast one passageway further comprising a second plurality of airpassageways connected to the air outlet ports disposed in the other legof the V-shaped step.
 14. The watercraft according to claim 10, furthercomprising: at least one actuator connected to the air scoop, theactuator being extendable and retractable to adjustably open and closesaid air scoop; an actuator control switch operably connected to the atleast one actuator.
 15. The watercraft according to claim 14, whereinthe at least one actuator comprises a hydraulic ram.
 16. The watercraftaccording to claim 10, wherein the floor of the air chamber is concave.17. The watercraft according to claim 10, further comprising a coverplate disposed over the air scoop.
 18. The watercraft according to claim10, further comprising a columnar brace reinforcing attachment of theair chamber and air scoop to the watercraft.
 19. A forced air cavity andcontrol system for a watercraft, comprising: a housing defining an airchamber adapted for mounting atop the watercraft; an air scoop pivotallyattached to the air chamber, the air scoop adjustably pivoting toregulate a flow rate of air into the air chamber when the watercraft isin motion; a columnar brace reinforcing attachment of the air chamberand air scoop to the watercraft at least one air passageway connected tothe air chamber; and at least one V-shaped step defined in a hull of thewatercraft, the step having at least one air outlet port definedtherein, the air passageway extending to the air outlet port, theV-shaped step being formed by two legs; wherein air entering the scoopis ejected from the air outlet port, the ejected air reducing drag onthe hull of the watercraft.